|Publication number||US6273498 B1|
|Application number||US 09/511,837|
|Publication date||Aug 14, 2001|
|Filing date||Feb 24, 2000|
|Priority date||Aug 29, 1997|
|Also published as||CN1096375C, CN1268930A, DE19737740A1, EP1007399A1, EP1007399B1, WO1999011504A1|
|Publication number||09511837, 511837, US 6273498 B1, US 6273498B1, US-B1-6273498, US6273498 B1, US6273498B1|
|Inventors||Jürgen Hillman, Klaus-Dieter Morsch|
|Original Assignee||Volkswagen Ag|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (24), Referenced by (25), Classifications (7), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
This application is a continuation of International Application No. PCT/EP98/04314 filed Jul. 10, 1998.
This invention relates to integral body and frame arrangements for automobiles which are made from sheet metal parts.
In a body and frame arrangement disclosed in German Patent No. 44 45 327, a high degree of torsion-proof construction is provided by a special configuration of pressed sheet metal parts at the rear of a vehicle consisting of a hollow frame which is produced by assembling sheet metal sectional parts in the region of a rear shelf.
It is an object of the present invention to provide an integral body and frame arrangement for an automobile which overcomes disadvantages of the prior art.
Another object of the invention is to provide an integral body and frame arrangement having an improved torsion-proof construction and/or improved characteristic torsion frequencies in motor vehicles.
These and other objects of the invention are attained by providing a body and frame arrangement having two U frames positioned one behind the other in the longitudinal direction of the vehicle, each U frame having a base portion located in a floor region or a roof region of the vehicle body and opposed legs extending from the base of the U to the vertical columns, such as the C and/or D columns of the vehicle, at the roof region or at the floor region of the vehicle. This arrangement permits the major portion of a selected body cross section to be stiffened by a stiffening frame and not, as in the prior art, merely a partial region adjacent the floor area to be stiffened. The arrangement of the invention provides a significant increase in torsion-proof construction with relatively little additional material because the vehicle columns which are integrated in the stiffening frame are already provided as hollow supporting parts. Pressed sheet metal parts designed as attachment parts are added only in transitional regions between the vehicle columns and wheel well shells. Direct transmittal of force from the roof line to the floor region of the vehicle can be produced with such arrangements. A further stiffening effect is also obtained because the U frames, which by themselves provide a significant increase in rigidity, are also joined to each other so that their capacity for torsional motion with respect to each other is restricted. At least two U frames may be joined together either by direct connection of the facing sections or by providing a flat sidewall part that is affixed to the U frames using a joining technique. Such a sidewall part may, for example, be a side plate which is conventionally used in manufacture of the motor vehicle and is fastened to the body by cementing. Thus, the addition of the side plate contributes to restricting torsional motion of the U frames with respect to each other.
A substantial advantage of the invention is that such additional pressed sheet metal parts can be included without any decrease in vehicle convenience, for example loading width, roominess for passengers, etc., with respect to conventional vehicle bodies since all of these structural members may be concealed beneath conventional covering elements so that the body stiffening structures are not noticeable to passengers from the outside and hence represent no visual disturbance of any kind.
Moreover, in addition to or alternatively to improving stiffness, the integral body and frame arrangement of the invention also favorably influences the characteristic torsion frequencies of the body.
Also to be stressed is the fact that, as compared with conventional vehicle bodies, improved stiffness can be achieved without a significant weight increase, particularly when so-called tailored-blank technology and high-pressure formed internal parts are used.
Further objects and advantages of the invention will be apparent from a reading of the following description in conjunction with the accompanying drawings, in which:
FIG. 1 is a perspective view showing a representative embodiment of an integral body and frame arrangement according to the invention;
FIG. 2 is a perspective view showing another representative integral body and frame arrangement according to the invention;
FIG. 3 is a fragmentary perspective view showing a portion of the arrangement illustrated in FIG. 2;
FIG. 4 is a perspective view showing another embodiment of the invention;
FIG. 5 is a perspective view showing a sidewall inner part prepared for use in the invention; and
FIG. 6 illustrates a modification of the embodiment shown in FIG. 2.
In all of the drawing figures like component parts or sections of component parts have the same reference numerals.
In the typical embodiment of the invention shown in FIG. 1, an integral body and frame 1 is made of hollow supporting parts such as, for example, side rails 2 and 3, A columns 4 and 5, B columns 6 and 7, and C columns 8 and 9 or, alternatively, a roof cross member 10, which are pressed sheet metal parts, and optionally also includes parts made by so-called tailored-blank and/or patchwork technology. These hollow supporting parts are specified only by way of example. Additional supporting elements, which for reasons of clarity are not shown and accordingly not named, are of course part of an integral vehicle body and frame. With respect to the integral body and frame 1, the hollow supporting parts form subassemblies which may be assembled from individual pressed sheet metal parts by a wide variety of joining techniques. Possible joining techniques are for example, spot welding, the use of so-called clinch technology, laser welding, cementing and composite connections, i.e., the use of unlike joining techniques in one and the same assembly. The structural arrangements described in detail below make the body 1 especially torsion-proof.
As shown in FIG. 1, at least two U frames 11 and 12 are positioned one behind the other in the longitudinal direction of the vehicle. The base sections 11 aand 12 a of the frames 11 and 12 are, in this case, both located in a floor region of the vehicle body 1. The projecting legs 11 b and 11 c and 12 b and 12 c of the U frames extend from the floor region of the body 1 upwardly into the C columns 8 and 9 and continue up to the vehicle roof, which is not shown in detail. In the example shown in FIG. 1, the corresponding free ends of the facing legs 11 b and 11 c and 12 b and 12 c are joined directly to each other. Hence, in a side view of the vehicle frame the joined legs 11 b and 12 b and 11 c and 12 c respectively span stable triangles. In this case, the upper ends of the legs 11 b and 12 b and 11 c and 12 c respectively are joined in the region of the roof cross member 10, specifically at nodal points 13 and 14, which are shown only schematically. According to an especially advantageous refinement of the invention, the roof cross member 10 is incorporated into the supporting structure produced from the two U frames 11 and 12, so that a completely closed frame section is obtained. Hence the roof cross member 10 also assumes the function of a roll bar and combines with the U frames 11 and 12 to make corresponding O frames.
In the example shown in FIG. 2, the two U frames 11′ and 12′ are joined by a flat sidewall part. For station wagons this sidewall part advantageously is a window pane 15 which is cemented into the body. Cementing window panes in place has long been known in the prior art and therefore is not described in detail here. Incorporation of the window pane 15 into the U-frame structure greatly reduces the ability of the U frames 11′ and 12′ to twist with respect to each other so that the vehicle body as a whole becomes highly torsion-proof.
An important aspect of the invention is that the structural sections attached to the U frame are also constructed, at least in sections, of sidewall parts. The sheet metal parts that are normally required for outside and/or inside skin parts are therefore effectively incorporated into the supporting structure. In this connection, the fact that the series arrangement of the U frames can be used in a variety of vehicle types is also important. For compact cars, the arrangement shown in FIG. 1 is appropriate. That is, the U frames are joined to each other in such a way that an arrangement resembling an inverted V in side view is obtained. For station wagons, a U frame arrangement in which the legs of the U frames extend substantially parallel to each other in side view is advantageously provided. For such arrangements, a major contribution to torsion-proof construction is that the sidewall part joining the leg sections to each other extends from the roof area to the belt line of the vehicle. In this case, the course of the lower edge of the window of the vehicle is understood to be essentially the belt line.
U frames that are constructed in the manner of a continuous support are important, particularly in the central region of the vehicle body 1. In the arrangement shown in FIG. 3, such a continuous support is provided by selective installation of attached pressed sheet metal parts. Thus, for example, in a transitional region between a rear vehicle cross member 16, which in this case is an integral component of the U frame 11′, and a wheel well shell 17, an angle section 18 is provided as an attached pressed sheet metal part, which advantageously connects directly into the C columns 8 and 9 (see FIG. 1) and B columns 6′ and 7′ (see FIG. 2) through a curved wheel well section 19. With a suitable arrangement of the parts 18 and 19, the dimensions within the vehicle body which are important to comfort and convenience are in no way adversely affected because there are, as a rule, hollow spaces beneath covering parts in the sections shown in the drawing. Depending upon the type of vehicle, the B columns 6 and 7 or C columns 8 and 9 may themselves additionally be stiffened by welded and/or cemented built-in sections or sheet metal reinforcements in order, for example, to ensure good transmission of force toward the curved wheel well section 19.
Attached pressed sheet metal parts incorporated into the inside of the body may, for example, alternatively constitute a loading ledge metal sheet, as is shown by way of example in FIG. 1 for the floor area 12 a. However, exactly the same result can also be obtained by providing two attached pressed sheet metal parts 20 and 21 which are mounted on a rear end plate 22 of the vehicle in the manner shown in FIG. 4. This produces raised portions directed outwardly which can be effectively concealed by bumpers. In an especially advantageous fashion, the attached pressed sheet metal parts 20 and 21 may alternatively be designed for mounting the rear bumper (not shown). The pressed parts 20 and 21 extend into rear lamp areas 23 and 24, which, being small sectional parts, are an integral component of the U frame 12″ in this embodiment and consequently do not represent a significant weak point. Particularly in body structures with U sections having a base portion at the roof region, an interruption of the frame structure may in individual cases be acceptable. Accordingly, in this case, there is a gap between the attached pressed sheet metal parts 20 and 21. The weight advantage resulting from providing the gap is considered more important in individual vehicle concepts than the increase in rigidity that might be gained by maintaining continuity between the parts 20 and 21. The reduction in rigidity caused by the gap may, if desired, be compensated for by, for example, providing local material reinforcements such as the use of higher strength materials, thicker sheet metal or the like in the region of the gap.
Also to be emphasized is that, with the use of the attached pressed sheet metal parts, accompanying additional expenditures for material due to the use of sheet metal technology in body areas where rigidity is not so important can be at least partially offset. In this connection, especially good effects are obtained by the use of tailored blank and/or patchwork technology in the area of the sidewall inner parts. FIG. 5 shows a side-wall inner part 25 which is made substantially in the tailored-blank technology of a three-zone sheet. Two zones 25.1 and 25.2 of this part have a sheet thickness for example of 1.2-2.0 mm. By contrast, the thin sheet zone 25.3 lying between the zones 25.1 and 25.2 is only 0.75-1.00 mm thick. In this connection, it is also important that different sheet thicknesses, i.e., thicknesses adapted to the respective rigidity requirements, can be used for the thicker zones 25.1 and 25.2. FIG. 5 also makes clear that no additional weight is required by the incorporation of the inner side wall part 25 as an integral component with the U frames 11 and 12, where large-area sheet metal pressed parts are used.
FIG. 6 shows a roof cross member 10 a, preferably in a roof bow design, which, together with the C columns 8 and 9, forms an overhead U frame 11″. A comparable configuration may additionally or alternatively be produced with the A columns 4″ and 5″, the B columns 6″ and 7″ and with the D columns 26 and 27 which are typical of station wagons. These U frames may also be expanded into O frames by joining them to floor cross members. In this case, joining of the U frames to each other according to the invention may be effected for example by door sills 28.
Another significant advantage of the invention is that construction of the integral body and frame arrangement need not be entirely of steel. Individual sections of the U frame may alternatively be made by light-weight building materials such as aluminum or magnesium alloys. The use of nodal elements, which are produced by casting techniques or by internal high-pressure molding, is likewise possible.
Although the invention has been described herein with reference to specific embodiments, many modifications and variations therein will readily occur to those skilled in the art. Accordingly, all such variations and modifications are included within the intended scope of the invention.
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|U.S. Classification||296/203.01, 296/203.04, 296/205|
|International Classification||B62D25/08, B62D23/00|
|May 21, 2001||AS||Assignment|
Owner name: VOLKSWAGEN AG, GERMANY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:HILLMANN, JURGEN;MORSCH, KLAUS-DIETER;REEL/FRAME:011826/0203
Effective date: 20000210
|Feb 1, 2005||FPAY||Fee payment|
Year of fee payment: 4
|Jan 20, 2009||FPAY||Fee payment|
Year of fee payment: 8
|Feb 11, 2013||FPAY||Fee payment|
Year of fee payment: 12